Hoisting-engine.



PATENTED JULY 24, 1906.

s. T. NELSON. EOISTINE ENGINE. APPLICATION FILED MAR.31, 1906.

No. 826,956. PATNNTNN JLY 24, 1906. s. T. NELSON.

HOISTING ENGINE.

APPLOATION FILED MAR. 31, 1906.

' 8 SHEETS-SHEET 2.

yPATENTD JULY-4, 1906.

s. T. BLSON HUISTING ENGINE. VAPQP.LIAIIOI FILED MAR.31,196.

8 SHEETS-SHEET 3.

PATENTED JULY 24, 1906.

S. T. NELSON. HOISTING ENGINE. APPLIGATIONTILED MAR. 31

8 SHEETS-SHEET 5.

.wmf .www mvo... T

PATBNTED JULY 24, 1906.

S. T. N BLSON. HOI'STING ENGINE. APPLIoATIoN FILED 11113.31, 1906.

s SHEETS-SHEET a.

.PATENTED JULY 24, 1906.

S. T. NELSON. HOISTIN'G ENGINE. APPLICATION FILED MAB. a1, 1906.

8 SHEETS-SHEET 7.

lull/1111111011,

PATENTBD JULY 24, 1906. s. T. NELSON. HOISTING ENGINE. APPLICATION FILEDMARfB. 1906.

MAQ

' throttling the supply ofv motor fluid to the Iornerrunning the cageare prevented, even the engine after the operation of the autonois, haveinvented certain new and useful and exact description.

UNiTEn sri'irns PATENT orrion SVEN T. NELSON, OF CHICAGO, ILLINOIS,ASSIGNOR TO SULLIVAN MACHINERY COMPANY, OF CHICAGO, ILLINOIS, ACORPORATION.

HESTING -ENGlNi-:.

Specification of Letters Patent.

ratenteu July 24., 1906.l

l Application iiled March 31, 1906. Serial No. 309,022.

To n.7]l whom it may concern.-

Beit known that I, SVEN T. NELSON, a citizen of the United States,-and aresident of Chicago, county of Cook, and State of-Illi- Improvements inHoisting-Engmes, of which the following is declared to be a full, clear,

The invention relates to hoistingengines,. such as are usually employedfor operating the cages or slrips in the shafts of mines, and theimprovement seeks to provide safety mechanism for automatically cuttingoff or engine beiore the cage-reaches the end of its travel in themine-shaft, so that suitableV brake mechanism may be subse uentlyapplied either automatically or by and to arrest the movement of theengine and cage.

A further object of the invention is to provide shifter mechanisms forcutting H the supply of motor fluid and applying the brake, togetherwith means driven from the engine for automatically operating saidshifter mechanisms to close the throttle and apply the brakesuccessively at predetermined points as the cage approaches the end ofits movement. In this way accidents due to though the engineer may becareless or inattentive and eventhough his hand controlling-gear may beout of order.

The invention also provides, in connection withv the automaticthrottling mechanism, sfnitable reversing means connected thereto, so asto release or restore. the throttling mechanism and permit the operationof the engine vin reverse direction.

he improvement also provides a by-pass around the throttle, so that asmall amount of steam orl motor iluid may be admitted to maticmechanism.

With these and other objects' in view the invention consists in thefeatures of construction, combinations, and arrangements of partshereinafter set forth, illustrated in the accompanying drawings, andmore particularly pointed out in the appended claims.

In the drawings, Figurel is a side elevation of a hoisting-engine withthe improved controlling mechanisms applied thereto. In.

this iigure the parts are shown in section on line 1 1 ofFig. 2. Fig. 2is a plan view with certain parts broken away. Fig. 3 is a view inelevation of the automatic operating-gearing for the brake andthrottle-valve shifter mechanisms, parts being shown in section on line3 3 of Fig. 2. Fig. 4 is a. plan view ci' parts of the operatingmechanism and the brake-shifter shown in Fig. 3. Figs. 5 and areelevation and plan views, respectively, of the brake-shifter mechanismor engine. Fig. 7 is a view in elevation of the throttle-valveshiftermechanism and its actuating means. Fig.. 8 is a plan view of parte shownin Fig. 7 Figs. 9 and 10 are views in elevation of parts shown in Figs.7 and 8 with certain parts in sectionI on lines 9 9 and 1() 10 of Figs.7 and 8, respectively. Fig. 11 is a detail view of a part of theshifter-actuating means shown in section on lines 11 11 of Figs. 7 and12. Fig.y

12 is a detail view with parts in section on line 12 12 of Fig. 11. Fig.13 isa view in elevation of a portion of the reversing-gear with partsshown in section oh line 13 13 of Fi s. 2 and 1,4. Fig. 14 is asectional view of tie reverse mechanism or engine. Fig. 15 is a side-view of the reverse-engine with the outer cap-plate removed and partsshown in section on line 15 15 of Fig. 14. Fig. 16 is a detail view inelevation with parts shown in section on lines 16 16 of Figs. 2 and I7.Fig. 17 is a plan view of parts shown in Fig. 16. Fig. 18 is a detailview in elevation oi parts shown in section on line 18 18 of Fig. 17.

The hoisting-en ine here shown is. of the single-drum type or operatingtwo cages in the mine-shaft, the cages being connected to cables woundin oppositedirections upon the en ine-drum, so that they are hoisted inballance--that is to sa one car is raised and the other is lowere Theresent improvements may readily be applied to other A types ofhoisting-engines.

n the form shown the drum A' (see Figs. 1 and 2) is mounted upon andiixed to the engine or drum-shaft a. Two engines (only one of which isshown) are provided, one being coupled to each end of the drum-shaft a.Each end of this shaft is journaled in a suitabe bearing at the forwardend of the engine-frame 11, that is mounted upon asuitable foundation 12 at one side of a central pit. Each end of the shaft a is provided withrod 14 of ,the adjacent engine. The enginecylinder isshown as providedwith the OlivV a crank 13, 'coupled to the connecting.

IOO

I dinary Gorliss valve-gear driven l from a Wristplate-l. The latter isoperated from the 'valve-shaft 117, that extends from' side tol side infront of the drum A and. is provided.

on either end with a crank-arm 18, to which a link 19 is connected. Link19 operates.- a

rocker-arm 20, and thelatter in turn is con nestedv to operate thewrist-plate by a link 21. The valve-shaft is provided with a gear .its

. door of the pit. Ait each end! shaft is provided-with aA crank-arm 34,that isv 22, driven from thegear 23` on the engineshaft through themedium of an intermediate vvidier24. Shaft 1'? is connected to gear 22ina1 manner permittingthe reversalI of the engine, as hereinafterdescribed?.

The hrottlewalve Bi on the engine-cylind'er 1'5' may he or any suitableconstructiona Iln'f the'L formshown the throttle-valve casingis'pvovidedfW-ithan-inlet-elbow 25, that com; municates-at its lowerend*y (see'Fig. 116)With alflattenedpipe or 'passage 26=7 extendingup'-Wardly through thel cylinder-imitating. At its lower end pipe 26communicates with. an' elboaT 2-7, leading fromy the steam sup ly pipe28: 'fithrottle-valve shaft by (see Figs. 1*, 2; yyand 117) isrnountedin suitable-bearings 29 andhl) on the elbow 27 and on a bed'- `plat1e Cin theI central pit. The throttle valveshaf't b is centrallyprovidedwithy a crank-arm 3T, connected by a; rodi 32' toa suitablehandil'ever onthe engineers latform@ This'pl'atiormi (shown in'l'ullines inl Fig; 1'. and* in dotted lines inI Fig. 2) ismounted upon`pillars 33, risingy romtheI t e throttle` connected by a rod 35- to acrank-arm 36 upon the'inner end' of ai short shaft 87. This shaft isjfournaledin suitable bracketsuponthe top-ot the eiigiirie-cylinder'andIis providedl centrally' opposite the throttle-valve with al cranltfarrnI38, connected by a' rod 39 tofone end! of a link 40. rThe other endiothe link is thek throttle-Valve.

connected to the upper end'of the stem 41 of Link 4(9Iis'pivoted at itsupper'endto arswinging arm 42, that is jour- Analed at its lower endupon the top of the throttle-valve casing, the arrangement being" suchthat a straightdine movement is given to the unperendl of thethrottle-valve. By the connection described the throttlevai've may beopenedi and' closed from the engi'- neers platform. y

The automatic shitting mechanism for the throttle (see Figs. 27, 8, 9,and 1.0) is mountone side ci* theI central pit.

esatte The other. arms of the bell-levers are connected by links 52 tothe ends of a rocker-arm 53, that is centrally pivoted or iournaled uponthe end bracket 44. The bell-lever 47 isprovided with a projeotingarm54', that is connected tof suitable means for' shitting thethrottle-sl`iaft torclosothethrottlee, asi-hereinL- after described. Thearrangement is. such.

that' when' either' of' the. arme 41l on 47%. isf moved outW-ardly awayiiomithes-top''tne other anni Willf also loe-moved' outw-ardiy andi thearm 54 Will be drawnidowntoioperate the throttling mechanism; y

For moving the shafts d' and arms 4f? and? 48 thereon eachshatt isprovided with a: suite able shifter, which are' shown in iiitelorniy ofUsshaped brackets B.. These shittorser brackets D are keyed' upon; theshaiits d, but are preferably longitudinaillfyy adiustahie thereon,being held in adg'usi'ied'. position'` by set-screws 55. Anractuatorfior dhe'shitersinthe form shown comprises. a cylindtical cam' member E,mounted.l uponi a screw shaft e. The cam member Elis'leyedto chescrew-shaft to rotatetherewiiih,.but doesinot mesh' with its threads.journaied inthe uriner ends'o apair'oiarrns 5K6, that are' mounted uponiand keyed. to.- a rechi-shalt4 llhisshaft isj'ourneled in the endbrackets 444 and 4&5" between the shafted' and' at itsinnerendiiniiai-bracket' 51', aman ed? centrally ony the loor'o. the pit. (See ig.2.) Ait itsinner end the shaft irs-provided' with a crank-.arm 58,4connected bye rod- 59' (see Fi 1)1toahand-lever upon. the en i neers patform. B rocking' the shaftf-t e arms 56, screw-sha e, and actuatinglcam member E may be shifted troni one side to the other.

Screw-shaft e iscontinuously driven iirom they engine-shaft by suitablereduoinghgeare ing. In the form shownthe shaft' is provided` cnits end(see Fig. 7) with a gear 60; meshing with a gear 61', mounted: looselyuponI the rock-shaft f inside-'oli the endt bracket 45. Gear 61 isprovidedwith af sleeve G2, entending around the shaftf and throughthebracket 4'5, and a beveled gear lis iin'edtofthe outer end of thesleeve.' Gear 53' meshes with a beveled'gear 64 upon the lower end'iof:anunright shaft 65, that is journaled in an overhanging lug upon the endbracket' 45 and in a bracket 65 uponI the upper-'inner edge of theengine .foundation 12. (See Figs. 1l, 3,

IOO

and 7.) a horizonte; Shaft es (ses rig'. '3)

extends abovev the upper inner ed e of the' `engine foundation 1f21 andis jounna ed! at its ends in suitable brackcts andi 68. Aft one l, with`in one or the other direction. 1.5

I ment of the actuator E is o end the shaft is provided with a beveledpinion 69, meshing with a beveled gear upon the upper end of thevertical s 4aft 65. At

its opposite end (see Figs. 2 and 3) shaft 66 is connected by beveledgears 71 to a short stud-shaft 72, that carries a spur-gear 7 3',meshing with a spur-gear 7 4 upon the engineshaft. By thisA means thescrew-shaft e is slowly rotated in either of its positions and in one orthe other direction as the enginedrum isl driven.

The cam-actuating member E is, as stated, keyed to the screw-s aft e androtates there- This cam member is also fed alon` the shaft by`a nut 75.(See Figs. 11 an 12.) This nut is mounted Within and held againstrotation by a vsupporting-block formed of separate sections 76 and 77suitably belted together. The section 76 of the nut-block is provided'with a depending portion 78, that engages and is guided upon therock-shaft The section 77'of the nut is rovided wit a semicircularinwardly-exten ing or hook-shaped lip or flange 79, (see Figs. 7 and12,) that'engages an annular flange 80 upon the end of the hub portionof the actuating cam member E. This cam member thus rotates and shiftslongitudinally in one or the other direction, in accordance with thedirection in which tlf'e vengine is running. The lon itudinal movecourseproportional to the speed of the' car.

The Shifters or brackets D are provided at their upper ends with rollers81, mounted on shafts or spindles 82, extending between the arms of thebrackets. The Shifters D will be mounted upon the shafts d, but atoppositel ends thereof and adjacent the ends of the longitudinal ath oftravel of the cam-actuating member The latter is provided on its endswith spiral cam-surfaces 83, arranged to engage the rollers 8l' tooperate the Shifters D and rock-shafts d.

The rock-shaft f, which may be operated by the engineer to shift' thescrew e and actuating member E transverselyT from side to side, isalsoconnected to control the operation of the reverse mechanism for theengine. The bodily-transverse shift of the screw efbv the movement ofthe reverse-shaft f will move the actuating cam member E out of linewith one of the shifter-rollers 81 and into line with the other roller.At the same time the reverse-gear is operated to change the direction oftravel of the engine. The actuating cam member E is always in line withone of the shifter-rollers 81, and the gearing is such that it willtravel toward the shifterroller with which it is in line. These rollersare yieldingly ressed by springs 84, coiled about the spin` les 82,toward the actuating.

i member so that the rollers will yield longitudinallyfwhen engaged bythe actuating member if the spiral cam-surfaces 83 on the ends thereofdo not properly mesh with the rollers..

in o eration the Shifters D will be adjusted to such position on theshafts d that one of the rollers will be engaged by the actuating cammember E when one or the other ol" the cages of the hoist approaches theupper end ofthe mine-shaft. When this occurs, the engaged roller 81 willbe pressed outwardly by the spiral' cani-surface 83 until it rides upon,i

'the cylindrical surface of the cam member. Such movement of eitherrollers will shift the rock-arms 47 and 48 on the shafts d outwardl 1and move the arm 54 down to close the t rottle-valves. The engineercannot then open'the throttles until he has first operated rock-shaft fto reverse the engine.

This movement will throw the cam member E transversely away from theengaged roller,

so that spring 49 may draw the rock-arms 47 -a'rm 89 on the shaft isconnected by links Q0 v to the valve-rod Q1 of the throttling-engine.This engine is mounted upon a suitable ibeam frame 92, and itspiston-rod g operates a cross-head 93, (see Figs. l and 2,) to which apair of links 9e are' connected. A rock-arm f upon the throttle-shaft lis provided at its end with a pin 96, engaging longitudinal slots in theouter ends of the links 94. The arrangement is such that the shaft canordinarily be shifted in `opposite directions from the engineersplatform to open and close the throttles without shifting the pistonofthe throttling-engine, since during such opera- ,tion the pin 96 .onthe rock-arm 95 moves back and-forth in the slots in the links 94; butwhen steam is admitted to the enginecylinder G by the operation of theautomatic tirottling mechanism its iston will move forwardly and turnthe t ottle-shaft l) to close the throttles. ln this forward position ofthe engine shaft l) is held against movement, so that the throttlescannot be opened by the engineer until he has .first o erated thereverse-shaft f, through the medium of the connecting-rod 59, to throwthe cam-actuating member E away from the controllingshifter D. When thisoccurs, spring 49 will restore the normal position of thecontrolling-arm 54 and steam will be admitted to the opposite end of thethrottling-cylinder 'versingwengneyand 'nLthe emlsheml the@Tfmedheniemyfer l'he adje-Gent engine by mbe mechanism previouslydescribed, and hewn l l enel?. 'The gewr ile *hrve'al e aw feireelle/rzeeng 'EL leeeely enmmfteel 011 'the @teem [passes m Heeres M99 exiiemdlrrediellly fhreugfl flle Seemann lhaendsaeeenmeeted marabout emma UL20wapen sha-Et between till'eamd -ef lhe eteememeet 'em the nmflersie lefthe .cyl- :nlfer L normally flmelil ian tposbon me e: ift steam `te bezemvmfd end 'ef bhe @ylmder we held :time @stemmed :and @me xmmeetedeher-ee@ im eefem im eelieme the @temen :en elle .brakeende iFea micemmtml el like zbreleengme @wie *mime fle 'ezpemftel by e,

lIO

float-lever or differential mechanism, and for this purpose thevalve-stem 131 lis connected by links 132 to a short rock-arm 134 on theend of a shaft 135. The outer end of the shaft is provided with adepending rock-arm 136. The float-lever 137 is centrally pivoted to thelower end of a rock-arm 138. T-his rock-arm is centrally journaled upona studshaft 139 on the frame of thev brake-engine. The up er end of thearm 138 is connected by a ro 140 to a swinging arm 141, journaled at itslower end upon the engine-frame and connected at its upper end by alink' 142 to a bracket 143 on the cross-head 125 of the brake-engine.The upper end of the floatlever is connected by a horizontal rod 144 toone arm of the bell-crank 145, (see Figs. 1 and 2,) mounted on a bracket146 on the bedplate C', beneath the engineers platform C. The other armof the bell-crank 145v is connected by a vertical rod 147 to a suitablehand-lever on the eneineers platform C;

The lower end of the foat-lever 137 is connected by a jointed link tothe lower end of the rock-arm 136, that is connected, as previouslydescribed, to the valve of the brakeengine. The jointed link between theiioatlever 137 and rock-arm 136 comprises separate sections 148 and 149,that are pivoted together at their adjacent ends. By means of thedifferential valveear described the engineer can nicely contro theapplication of the brakes in the Well-known manner.

The section 148 of the jointed link is provided with a longitudinalcam-slot 150, through which extends a pin 151 upon the lower end of arock-arm 152, that is mounted upon a-rock-shaft 153. Normally therockarm 152 and pin 151 will be held in such position that the sections148 and 149 of the jointed link are substantially in line, and thelink-sections will shift back and forth, being held or guidedin positionby the pin 151. The shaft 153 is provided at each end with a rock-arm154, connected by a r'od 155 to automatic stop mechanism which wheneither car is close to the' end ofits upward movement will shift therock-shaft 153 in the direction of the arrow shown in Fig. 5. This liftsthe sections 148 and 149 of the jointed link and opens the valve of thebrake-cylinder wide to effect the uick application of the brakes andalso brea s the joint between the sections 148 and 149-that is to say,the sections 148 and 149 are thrown out of line, so that they can nolonger operate to shift the valve of the brake-engine. In such posi,-tion the movement of the float-lever 137 will merely shift the sections148 and 149 without moving the-rock-arm 136. It is only when thesesections of the jointed link are in line that the movement of thefloatlever can proper-l f control the operation of the valve of maticapplication of the brake by the mechanism shown in Figs. 3 and 4. Therod 155 is connected, as there shown, to a lug 156 on a U-sha )edsupport 157. This support is mounted to slide laterally on a shaft orspindle 158, carried in a bracket 159, that is fixed to the upper edgeof the bed or foundation 12 for the engine-frame and :adjacent the outerend of the drum. Aroller 160 is carried upon a spindle 161 between thearms of the support 157 The support 157 is held in normal position by aspring 162, (see Fig. 4,) coiled about the spindle 159 to hold theroller 169 out of line with the flange 118 on the edge of the drum. Atthe proper time support 157 is shifted against the tension of the sprin162 to b'ring the roller 160 in line with the ange 118. Y The iiange isprovided at one point with a projecting cam 163, arranged to engage theroller so shift the suuport 157, rod 155, and shaft 153 to effect theapplication of the brake. Roller 160 is yieldingly held in position uponthe spindle 161 by a spring 164, coiled about the spindle, sov thatl theparts would not be broken if it were shifted when the cam 163 on thedrum was in its path of movement.

Support 157 is moved by a suitable shifter comprising a pair of arms165, mounted on a cross-spindle 166, that is journaled in the IOO andthe roller 17 0 is mounted upon a spindle 171, that yextends between theupper end of this arm and a lug 172 upon one of the arms 165.

An actuator for the shifteris provided in the form of a cam disk M,mounted upon shaft 66.- This actuating cam member is keyed to the shaftto rotate therewith, but is longitudinally shiftablel thereon. It isnormally held out of line with the roller 170, but is movable into linetherewith and is provided on its face with a spiral cam-surface 173,that'i's arranged to engage the/roller 176 and operate the shifter tomove the roller 160 into line With the cam 163 upon the enginedrum A. Ablock m is mounted to slide upon the shaft 66 and'upon aguide-rod 174arranged above the shaft and extending between the brackets 68 and 159.The block is thus held against revolution and is provided with a lip orBange 175,'engaging an annular Hang-e176 on the hub of the disk-shapedcam member'M. The block m is connected by a pair of links 177 with theupper arms 178 of a pair of bell-levers that are mounted upon a'stud-shaft 179 at the upper end of a bracket 180, mounted on the oor ofthe pit. The other arms 181 of the bell-lever are connected together attheirl ends (see Figs. 2 and 3) andlprovided with a Weight 182, thatnormally holds the actuatingecam member M in retracted position. A worm183 on the shaft 66 enga es the teeth of a worm-wheel 184, mounte on theshaft 179 between-the belllcvers. A cross-pin 185 in one ofthe arms ofthewheel 184 is arranged to engage the arms i178. and shift theactuating-cam member M.

f The outer ends of the arms 181 of the belllevers arespread apart, (seeFig. 2,) so that thewill not be engaged by the pin 185.

. lllhe .automatic brake-controlling mechanism described and shown inFigs 3 and 4 is duplicated at each end of the drum A, sothattheibralewill be automatically applied at the end ofthe movement of theengine ineither direction. The gearing from the engineeshaft to theautomatic throttling mechanism and also to the automatic brake mechanismis suchthat the engine throttle-valves will be closed when one' or theother of the cars approaches the upper end of its movement. The engineermay then apply the brakes through the me the brake-engine and effect thequick appli--` cation of the brakes. In order that the roller 170 mayproperly mesh with the camsurface .or shoulder 173 on the actuatingmember M, it is yieldingly pressed toward vthe cam member by a spring186, coiled about the spindle 171.

As stated, the automatic throttling mechanism is set to close thethrottle-valves when 4one or the other ci the cages is Within somecertain predetermined distance of the top of the mine-shaft, so thatvthe remainder oiits shift would be eected only under the momentum ofthe moving parts. The engineer cannot then open the throttles nntii hehas ist reversed the engine.A Should the momentum of the parts beinsufficient to complete travel ci the car in the direction in which itwas moving when the throttles were .closer-l, a by-pass is providedleading around I' the throttle-valves so that a small amount of Steammay be admitted for slowly completingtie travel ofthe car. Thisby-pass(see Figs. 16, 17, and 18) comprises elbows 187 A and 188, leadin fromthe lailige elbow 27 of the steam-supp passage an communicating with asmally throu h the cylinder jaolgeting and opening into t e steam-chest190 of the engine-cylinder 15 below the throttle-valve. A valve 191 foropening and closing this lay-pass is pipe 189, leading upwardly seasonarranged within the elbow 187,-and11itab1e means are -provided for shitifrom the en in'eers platform. and .control ing-valve is provided foreachengine at opposite ends of the drum, and an operating-rod 192 for .the b-pass valves extends Jfrom .side to side an is connectedat each end to arock-arm 193 on the ste4 of the adjacent valve. The forked arm oil-lillebell-crank 194 enga es the rod 192.-'betweena pair of stops 195 tereon.Thisbelhcrank is mounted on a bracket 196 011 the bedplate C', and itsother arm is.connected,bymJ rod 197 to a suitable `hand-lever onhaengineers platform C.

By aid of the automatic -throttliug and brake mechanism thehoistingeengine-.mybe operated at high speed WithJittleor-noisk ofaccident It is -bbvious that numerous changes may be made in the detailsof construction andarrangern'ent of 'parts without departure :lm theessentials of the-invention.

Having described my invention, what l claim as'new, and desire tosecurebygliettes' Patent, 1s-

1. In hoisting-engines, enginecontroll1ng mechanism, Aa brake .and meansdriven .by the engine for vautomatically and. successively operating.said .oontrolling mechanism and said brake.

2. In hoisting-engines, the combinationpf engine-controlling mechanism,melllrlven' the Valve he by-pass thecombination of by the engine forvautomatically o seating said mechanism to arrest the owo motive fluid tothe engine and engine-reversingmcch anism connected to saidmeanstoestore-the same to normal condition.

3. In a hoisting-engine, of throttling mechanism for the engine, a braketherefor and means driven bythe engine for automatically andsuecessivelyoperthe combination ating said throttling` mechanism .andsind 4. In a hoisting-engine, the combination of throttling mechanism,meansdriven 'by the engine for automatically operating said throttlingmechanism and reversing-gear connected to restore said automatic 5. In ahoisting-engine, the combination of throttling mechanism therefor andmeans .driv'enby the engine for automatically operating said mechanismat a predetermined point.

6. In a hoisting-engine', the combination of throttling mechanismtherefor, an actuator driven by the engine for automatically operatingsaid throttling mechanism at a predetermined point and an adjustablemember coperating with said actuator to Vary thai point of throttl'ing.

7. In a hoisting-engine,

of a throttle-valve therefor, aotuatingmeohanism for said valve, .meansdrivenby the engine for operating said actuating mechanism to close saidvalve at a predetermined point,

.seance ically and successively actuating seid valve' and brake shifts:mechanisms at predetermined points.

9. in ahoistirrg-engine, the combination with a throttle-valve and braketherefor, of

' shifter mechanisms for said valve and brake,

means driven by the engine for automatically actuating said shiftermechanisms to successively close said valve and apply said brake atpredetermined points and means for man- 4 ually actuating said shiftermechanisms.

l0. in a hoisting-engine, the combination with a throttle-valve andbrake therefor, of shifter mechanisms for said talve and brake, meansdriven by the engine for automatically actuating said shifter mechanismsto successively c ose said valve and apply said brake at predeterminedpoints and enginereversing gear connected to shift said actuating meansto restore said valve-shifter mechanism.

11. in a hoisting-engine, the combination with a throttle-valve andbrake therefor, of shifter mechanisms for said valve and brake, meansdriven by the engine for automatically actuating said shifter mechanismsto successively close said valve and apply said J brake at predeterminedpoints, a by pass around saidthrottle-valve and a manuallyshiftablevalvc'for said by-pass.

i2. ln a hoisting-engine, the combination with a throttle-valve andbrake therefor, of shifter mechanisms fo'r said valve and brake, meansdriven by the engine for automatically actuating said shifter mechanismsto successively close said valve and apply said brake at predeterminedpoints, enginereversing gear connected to shift said actuating means torestore said valve shifter mechanism, a by-pass around saidthrottle-valve and a manually-controllable valve for said bypass.

13. in a hoisting-engine, the combination with a throttle-valvetherefor, of shifter mechanism for said valve, and an actuatorcontinuously driven by the engine for operating said shifter mechanismto close said valve and reversing-gear for the engine connected todisengage said actuator and shifter mechanism.

la. in a hoisting-engine, the combination with a throttle-valvetherefor` of operating mechanism for said valve, a shifter controllingsaid valve-operating mechanism, and an actuator continuously driven bythe engine for operating said shifter, said actuator being arranged tomove said shifter out of its path and to hold the saine in suchposition.

15. In a hoistin -engine, the combination With a throttle-valvetherefor, of operating mechanism for said valve, a shifter controllingsaid valve-operating mechanism, an actuator continuously driven by theen ine for operating said shifter to close said va ve at a predeterminedpoint and means for relatively adjusting said actuator and shifter tovary the throttling-point.

i6. ln. ahoisting-engine, the combination with a throttle-valvetherefor, of operating mechanism for said valve, a shifter controllingsaid valve-operating mechanism, said actuator being arran ed to movesaid shifter out of its path and ho d thesame in such position to closethe throttle-valve at a redetermined point and manually-control ablereverse-gear connected to move said actuator and rezlease said shifter.

17. il a hoisting-engine, the combination with a throttle-valve thereforof actuatin mechanism for said valve, a spring-held shifter controllingthe operation of said valve-o erating mechanism, an actuator continuousy driven by the engine for operating said shifter again-st the tensionof its spring at a predetermined point and engine-reverse ear connectedto move said shifter to reease said spring-held shifter.

i8. in a hoisting-engine, the combination with a throttle-valveandactuating mechanism therefor, of a shifter controlling the o eration cfsaid valve, a shifter-actuator, rec ucing gearing between theengine-shaft and said actuator for moving the samein one direction tooperate said shifter at a predetermined point, and manually-controllablereverse-gearconnected to move said actuator in another direction torelease said shifter.

19. in a hoistingengine, the combination with a throttle-valveandactuating mechanism therefor, of a shifter controlling the operationof said valve, a shifter-actuator, gearing for moving said actuator inopposite direction in correspondence with the movement of the engine,and reverse-gear connected to move the actuator transversely to suchpath of motionito release the shifter.

2G. in a hoisting-engine, the combination with a throttle-valve and itsactuating mechanism, of a shifter controlling Vthe operation of saidvalve-actuating mechanism, a shifteractuator, a feed-screw driven fromthe engin for reciprocating said actuatorlongitudinally, said shifterbeing located adjacent one end of the path of movement of said actuatorto be operated thereby to close the throttle-valve at a predeterminedpoint, and reverse-gear. connected to shift said actuator'in atransverse direction to release said shifter.

21. In a hoisting-engine, the combination with a throttle-valve and itsactuating mechanism, of a shifter controlling the operation of saidalve-actu'ating mechanism, a revoluble actuator-ram for 'seid shifter,gearing IOO iol;

IIO

zoy

ceases actuatm mechanism, y a shifter-actuator movable ongitudlnall'ybetween said Shifters, operating gearing for said actuator driveniromthe engine, and controlling means for the .reverse-gear connected toshift said actuator `,remmersely away from one of said'shifters intoline with the other of said Shifters.

in a hoisting-engine, thecombination a throttle-valve and its actuatingmecheinem, a reverse-gear and an operating-enginetherefor, of meansdriven from the enginefor operating said valveactuating mechto closesaid valve-at a predetermined point and valve-controlling devices forsaid averse.- engine connected to restore said valve-actuating means.

36. in a hoisting-engine, the combination with a throttlevalve anditsactuating mechanism, a reverse-gear and an operating-engine therefor,of a shifter controlling said valve-actuating mechanism, an actuatordriven by the engine for operating said shifter to close thethrottle-valve at a predeterniined point and valve-controlling means forthe reverse-engine connected to disengage said shifter and actuator. f

37. In a hoisting-engine, the combination with a throttler'valve and itsactuating mechanism, a reverse-gear and anl operating-engine therefor,controlling-Shifters for said valve-actuating means, ashifter-actuator,v

l gearing for movin said actuator longitudinally between sai Shifters,'and valve-controlling means for said reverse-engine oonnected to movesaid actuator transversely out of engagement With one of said Shiftersand into line With the other of said Shifters.

. 38. ln a hoisting-engine, the combination with a throttle-valve, ofcontrolling means for automatically closing said valve at apredetermined point, means for manually con-4 trolling the movement ofsaid valve operable independently of said automatic actuator means, thelatter being arranged when opery ated to' pretest the shift of saidmanual controlling means and reverse mechanism confnected to move saidautomatic controlling means to 'release said manual controlling means.

39. In a hoisting-engine, the combination witha throttle-valve, of anengine for operating said throttle-valve, valve mechanism for saidthrottlingengine1 and means driven by the hoisting-engine forautomatically shifting said valve mechanism to close the throttle-valveat a predetermined point.

'I '40. Inl a hoisting-engine, the combination v with a throttle-valve,shifting mechanism therefor and reverse-gear for the engine', mechanismdriven from the en ine -for'automatically operating said valve-liftingmech-i anism to close the valve at a predetermined point, manualcontrolling means-` foi" said,

valve-shittingA mechanism operable" inde-l pendentl of said automaticmechanism, the atter, W en operated, being arranged to re` vent theshift of said manual control 'ng means anda shifter for the reverse-gearcornnected to move said automatic mechanism and release saidmanual-controlling means.

41. In a hoisting-engine, the combination,

'with a throttle-valve and brake, of auiriliary engines for operatingsaid valve and brake valve-Shifters for said auxiliary engines [andactuator mechanism driven bythehoistingengine for automatically oerating said valve' Shifters to successively c ose said throttlevalveand a ply saidbrake.

y 113. In a `oisting-engine, the combination With a brake, of anoperatin -engine for said brake, manually-controlla le float-levermechanism for said brakefengine'fa jointed link connecting thefloat-leverto the valve of.

the brake-engine and automatic mechanism i for shifting said joint-linkat a predeter mined point to operate the brake-engineand render thefloat-'lever mechanism'. inoperative.

44. .In a'hoisting-engine,A thecombination with a bralre, of anoperating-engine forsaid` brake, valve-shifter mechanism'for thebrakeengine, an actuator Ydriven by the engine for said shifter butnormally out of operative re# lation therewith, and means continu'ouslyldriven from the engine for moving said shifter into operative relationwith saidactuator at a predetermined point. SVEN T. NELSON. Witnesses:

LILLIAN PRENTIOE, KATHARINE GERLACH.

I oc

